Automatic train control.



WESTINGHOUSE. DEC-D. H H WESTINGHOUSE. C. A. TERRY & 0. UPTEGRAFF.EXECUTOHS. AUTOMATIC TRAN-l CONTROL.

APPLICATION FILED SEPT-26,1914 1,284,006. Patent-ed Nov. 5, 1918 9SHEETS-SHEET I.

I ,gy

W THE/5 ATTORNEY IN FACT G. WESTtNGHOUSE. new, H- H- WESTINGHOUSE. C. A.TERRY & W. D. UPTEGRAFF. EXECUTORS.

AUTOMATIC TRAIN CONTROL.

APPLICATION FILED SEPT-26. 1984.

1,284,006. Patented Nov. 1915.

WITNESSES:

THL /fi ATTORNEY IN FACT G. WESTINGHOUSE. DECD.

H. H- WESTINGHOUSE, c. A. TERRY & w. D. UPTEGRAFf, axzcuroas AUTOMATICTRAIN CONTROL.

APPLICAIION FILED SEPT. 26, 19:4.

1 284,006. 1mm m. 191s 9 SHEETS-SHEET 3. 26 23 56 l 1 l i: v!

THE/F ATTORNEY IN FACT I G. WESTINGHOUSE. DECD.

H. H- WESTIHG-HOUSE. C. A. TERRY & W. D. UPTEGRAFF. EXECUTORS. AUTOMATICTRAIN CONTROL.

APPLlCATiOH FILED SEPT-26.19M-

1 ,28:,@Q@ Patented New. 1918.

Q SHEETSSHEET 4.

WOW. 1%

)(SVM THE/F? ATTORNEY IN FACT G. WESTINGHOUSE. DECD.

H. H. WESTINGHOUSE, c. A. TERRY & w. 0. UPTEGRAFF. EXECUTORS.

AUTOMATlC TRMN comam.

APPLICATION FLkED SEPT- 26, 1914.

Patented Nov. 5, 1918.

9 SHEETS-SHEET 8 memos Q T ATTORNEY IN FACT e. WESTINGHOUSE, bec'o.

H. H WESTWGHOUSE, C- A. TE RRY 61. W. D. UPTEGRAFF. EXECUTORS.

AUTOMATIC TRAI'N CONTROL.

Patented Nov. 5, 1918.

I APPLICATION FILED SEPT-2B. WM.

9 SHEETS-SHEET 9.

.OWW

pa. gawk THE/1? ATTORNEY IN FACT lowing 1' A v as-Mr "UT .1

ESE-LEE VIESTIIFGHOUSE, DECEASED, LATE CF PITTEB'UEGH,

RY HEB-HAN WESTINGHGUKEE; 0F KIDDERS, NEW YORK, CHARLES H -"FLE- 91? NEWYGEK, 1*)". '31, AND J JJ iLTER DENNY UPTEGRAEF, GFFPI'TTS"PEBEIISYLVANIA, EXECUTORS.

AUTGIIIATIC TRAIZ? UONZEOL.

Specification of Letters Patent.

Fsiaezise l is av.

To aZZ 'w/mm cancers:

Be lmmvn that GEORGE lVEsTiNGncUsE, deceased, late a. citizen of theUnited States, and a resident of Pistsburgh, in the comic of i ilieghenyand State, of Pen'nsylvsnis, has made s new and useful Invention inAnioihatic Train Control, of which the fols specification.

An chjeci of this invention is to produce iigipi'oved :wpm'a-tus forstopping trains or oihei: rail I .Jv'ersing vehicles by automaticallyapplying" the brakes of the vehicle in case ihs engineer or drivera-clvertently or inadvertently danger or an opposing signzil.

-A flF iQl' object is to produce automatic :ipparss claptc-cl to limitthe speezi of the train or vehicle to a determined er speed.

A fm'they object is to produce automatic train stopping means which maybe rendered opera-Live inoperative by the engineer so that. the traincan pass opposing or danger signals without cccecioning an automaticoperation 1e apps. atus.

obie-ctto produce automatic 'utecl, to permit then-sin to pass oppsignals Withoutbringing the automatic ipera'tus into operation and suclthat s continuous record is made of the speed of the train.

ihese 21ml other objects, which will he nmcle apparent t0 these skiliedin. the art by Hie further description of the apparatus, :U'Eattsineclhy means of apparatus embody ing the features herein describeda ii illus- Yi'aieri in file drawings accompanying and forming s. partof this application.

in he drawings Figure'l is z (lie-gremmatic view apparatus embodying theinvention and illhstmives vone method 01"" mounting it on a locomotiveengine.

2 n fi'agmeiitsl elevation 0? 3.1000- illOilVe engine equipped withapparatus snibodying the invention. the po ticn of she apparatuslllliSilll tEd being diagrammaticallv shcWil. V v

Fig. 3 is a vice: partially in vertical section and pcisieli inelevation of signal em .ipparz tus in which indicatmzuic of each timethe:ippu- 'wi'tiiihe application of gaging mechanisms forming a detail ofthev illustrated embodiment-0f the invention.

Fig. l is afmgmentel sectional view along the line of Fig.

' Fig. 5 is a regimental an enlarged scale of apparatus shown in Fig. 3and discloses pressure actuated means for varying the position of thesienei enmeehzinism and an automatic veive mechanism for controlling shedelivery of fluid under pressure to the pressure actuated means.

Fig. 6 is a; seceionsi view eiong li11efi6 of Fig, 8 of pressuregoverning mechanism or a speed responsive valve mechanism forniing adetail of the illustrated embodiment of the invention.

Fig. 7 is a fragmentel seciionsl View, on an enlarged scale, along line7-? of 8.

Fig. 8 is a. view partially in side elevation and partially in sectionof the pressure goveining mechanism 01 speed ie-Aspoiisive velvemechanism, illustrated in i3 and '4'.

Fig. 9 is e-viem partially in sect-ion and paltislly in clevaeion, cf :1speed limiting mechanism which forms-e. detail of the iliustestedemhoeliment of the invention.

F 10. a sectional view along- (he line l0-10 Fig. 11 and illiis'cmtes aheadrelease valve, which forms a detail of the lllUS ill'fllefilen'ii'ioflilnent of the invent-ion;

F 11 is a sevrzfiional View along the line 1-l1 0% Fig. 10.

12 is a sectional view along the line 12-42 of Fig. 10 shown inconnection with a return spring for yielclingly holding the valve to itsnormal position.

13 is sectional *ievv along the lizie 13-13 of Fig. 10.

The apparatus illustrated as an embodimerit of the invention, includesautomatic means adapted to engage and be actuated by sectional view, on

signals or projecting arms located-along the trace. The automatic meansillustrated is adapted to apply the brakes of the train, but it will beunderstood that means may be employed for shutting off steam or motivefluid the engine or driving mot-0i, either in-tiepeiidently or incongunctioi. the brakes. The sp= panmis illustrated also inclmies meansfor varying the position of the signal arm en- Hill? gaging mechanism inresponse to variations of the speed of the train, so that the train canproceed at certain determined speeds past signal arms located along thetrack Without occasioning an automatic operation of the apparatus, butcannot pass the signals without automatically setting the brakes it itis proceeding at a speed greater than the determined speed. Theapparatus also includes means under the control of the engineer formoving the signal engaging mechanism so that itwill not be engaged byopposing signals, but is equipped with a recording mechanism forrecording the manipulations of theappa 'atus by the engineer for thepurpose of passing opposing signals. The'apparatus also includes meansindependent of the signal engaging mechanism for limiting the speed ofthe train.

Referring now to the drawings by means of reference numerals:

The apparatus illustrated as an embodiment ot'the invention, includes asignal engaging mechanism 16. which, as shown, communicates with thebrake pipe or with an automatic valve of the brake operating systemthrough a pipe 17. a pipe 18 and pipes 19 and 10. his mechanism isadapted to vary the pressure in the brake pipe, so as to occasion eithera service or an emergency application of the brakes. as will hereinafterbe described. A cylinder 20 of the mechanism lti (see Fig. 5) and itscoi'iperating piston are adapted to vary the position of the mechanism16 in response to variations in the speed of the train. Fluid underpressure t'roin a sonrceot high pressure supply, such t'or example, asthe main reservoir of the. brake system, is delivered to the cvlinder 2through a pipe 21, branch pipes 21" and 21, a hand release valve 22 anda pipe 23. Fluid from a pressure governing or speed responsive valvemechanism "Z-l is also delivered to the mechanism ll). through a pipe2.5, branch pipe 25. and a pipe 26; rese"voir is dc 1' vcrcd lrcssurcfrom the main to the governing I mechanism 24 through a pipe 2T. "lheapparatus illustrated also includes a speed lin'liting mechanism 28.which operates in response to violations in the. degree of fluidpressure delivered l. the governing mechanism 24-. to occasion either aservice or an emergency application ot'thc brakes when the train exceedsa certain determined or saic speed. Thc mechanism 28 communicates withthe governor mechanism 24. through branch pipe 25". with the source ofhigh pressurc lluid supply. through pipe 21", and with the brake pipethrough t e pipe 2 Referring more particularly to Fig. 3, the signalengaging mechanism generally 7 designated by the numeral 16 is providedpressure with two release valves each of which is adapted to be opened.through the agency of a separate cam 33. by a separate lever 31 or 31,for the purpose of reducing the pressure in the pipe 17 and ot' therebyoccasioning an a'plication of the brakes. Only on of these valves isillustrated in section sine they are similar in structural details. andconsequently only one will be described.

The casing 34 of the valve 32 is provided with an inlet port whichcommunicates through the pipe 19 with the pipe 18 and consequently withthe pipe 17. The casing is also provided with discharge ports 36. whichcommunicate with the atmosphere and with an enlarged cam inclosingchamber 37 formed within the casing 34. The chamber 37 communicates witha port 38 which is controlled by the valve 82 and through which the stem39 of the valve projects. The valve 32 isnormally held in the closedposition by a spring t1 and is adapted to be lifted, for the purpose ofopening communication between the port 35 and the ports 36, by the camengaging finger 45, pivotally mounted within the casing and extendingbetween the end of the valve stem 39 and the cam 33.

The cam 38 is a double throw cam, and is mounted on the squared portionsof a shaft) 46, which is journaled in the casing 34 and extends acrossthe chamber 37. Two curved bar springs 47 are employed for yieldinglyholding the cam 33 in the normal or central position in which the valve32 is closed. One

end of each spring 47 bears against a sepa-' rate lug, formed on thecasing 34, within the the hand release valve chamber 37, and the otherend of each spring bears against or is secured to av separatespring'block 48. Both, the spring blocks 48 are rotatively mounted onthe cam shaft lb and each is provided with a laterally projecting lug4.9, which is adapted to engage a lug 51 formed on the cam, and to bepressed by its corresponding spring 47 into engagement with a centeringlug 52 formed on the casing 34. The two lugs 49 of the separate blocksare located on opposite sides of the cam lug 51, and of the centeringlug 52 and consequently cooperate with each other to normally hold thecam in the normal or central position. With such an arrangement the cam33 is capable of being turned in either direction by its actuating lever3L which is rigidly mounted on the caln shaft, and arotation in eitherdirection will raise the finger 4.5, and thereby open the valve 3L. Theturning of the cam. will move one of the spring blocks, due to theengagement of the lugs 49 and 51, while the other-spring block will beheld in the central position by the centering lug 52. This places one ofthe springs 47 under tension so that it will return the cam to thecentral position as soon as the lever 31 is released.

- Figs. l and El) located along the track, it the nism 16 may hemount-ed low on ti o train proceeds past them when they are raised tothe danger or opposing position. in Figs. 1 and '2 an arm or upright 58,is shown mounted on e rod whi h is espehle of being turned to raise theupright to the lever engaging position, or to move it out of the path oftravel of the levers. it will, of course, be understood that the arms 50may be located in any desired position with relation to the rails, andthat the position of the levers 31 and 31 locomotive may be variedcorresp n l Vhile it not essential to the invention to locate the signalarms 50 sdjucen o tne rails,'by so doing the signal engegii wh e, frameof the locomotive and consequently eliminate disadvantages which mightresiilt from s swaying of the locomotive.

.' In the drawings, the lever 31 is long than the lever 31 andconsequently will e gage signal arms which will not be engeg by thelever 31. Theepperetus has been so "proportioned that a. momentaryopening ofthe valve 32, cooperating with the lever 31, Wlll occasion aservice application of the brakes, While a momentary opening of thev'-lve 32, cooperating with the shorter lever 31, Wlll occasion anemergency application 1 1 of the brakes. This may be accomplished by soproportioning the port areas of the two valves 32 thet'the valvecoopereting'with the lever 31 will discharge a greater quantity ofairduring the momentary opening than the other valve. Inasmuch both thevalves willbe opened by alrsignal arm 50, capable of engaging the lever31, the exhaust port of the two valves may be 'so proportioned that theopening of one will occasion service appli'cztion of the brakes, whilethe successi've opening of the two will. occasion emergency applicationof the brakes.

Itis necessary to limit the speed of trains along certain sections oftruck and different sections require different speed limits. For thisreason means are provided for varying thfi positions of the levers '31and 31 in response to 'eriations in the speed of the train, so that theywill be enqnged by signal arms or upr ghts of determ ned heights,located nlong dsngeroussections [of track; if the tin in, proceeds atespeed greater than the predate" nnedlor fixed speed for those sectlons,h it will pass without being engaged by th e signals ii the train is notexceeding ths fixed speed. The signals or u prights loceted along thesedangerous sections of track may be stationary or fixed, and their heightso proportioned that they will engage one or both of the levers 31 and31, dependent on the speed of the train, and thereby occasion onapplication of the brakes on the train, if the train moves pest them ato speed greater than the predetei'i. ined oi fixed speed, but will notengage other of the levers if the train is moving below thepredetermined speed.

' The means illustrated in Figs. and 5 for varying the positions of thelevers 3i and 31 in accordance with variations of the speed of thetrain, consist of the cylinder 20, a piston 53 located Within thecylinder, a piston 20, in 'eccordence with variations in the speed ofthe train, and includes :1 valve 57, for admitting fluid from a sourceof high pressure supply, such for example as the main reservoir of thebrake system, to the cylinder :20, and a valve 6:2 for controllingcommunication between the cylinder and the pressure governing mechanism24:, which as will'hereinai'ter be more fully descrihed, is adapted todeliver fluid at pressiires veryin s, in direct ratio with thevariations of speed of the locomotive or train. The operation of boththe valves 51' and 62 is controlled by a pressure responsive member 64,which moves in respcrse to variations in pressure of fluid deli ered bythe governing mechanism to s ghamhei- 61, which is formed Within thecasing of the valve mechanism.

The casing of the valve mechanism is provided with 3 port 54, to whichfluid from the main reservoir is delivered through the pipe and which isin open communintion with a passage 55. The cylinder 20 communicatesthrough a passage 58 with a chamber 5'?" communication between which andthe passage 55 is controlled by the valve 57.

The valve 62 controls communication be ice mospheric pressure. Themember (34 is secured to the diaphragm (i3 and moves with it in responseto variations of pressure. within the chamber (31. but the lluidpressure in the chambm' (it. as \pvei'ted'onthe dia phragm. is opposed hv a coiled spring 37 one end of which engages the member (34, while theother end engages a rigid wall of the casing. The stem U2" ol' the valve(3:2 extends through the diaphragm (i3 and is provided with a head.which is located in a pocket of the member at. and is so arranged that amovement oi the member-oliurespouse to lluid pressure within the chamber(31 will positivelv open the valve. while a mmement in the oppositedirection. or in response to the pressure of the spring (35, will close.the valve through the agency ot a coiled spring tit', located within thehead engaging pocket oi the member (it. and so arranged that the valvewill be yieldingly pressed to its seat.

The valve 57 is provided with a stem 57, which is also provided with ahead located within a [)Otbtlf ot' the member til. The arrangemeul isslit'll that a movement of the member ii in resp ure to pressure withinthe chamber til. closes the valve 57 through the agency of the stem 57and a coiled spring titl. located within the head engaging pocket. whilea movement of the member (it in the opposite direction positively opens.the valve 54. and delivers lluid under pressure from the main reservoirto the cylinder 20. The tension of the spring (35 and the area of thediaphragm 5) are so Plflpqptioned that the pressure delivered to thechamber (31, while the train is traveling at a predetern-iined speed.for example. of two miles an hour. is sullicieut to shift the member(i-i to open the valve (32 and close the valve 57, whereas when thepressure inthe chamber til is decreased below that. or when the speed ofthe train is less than the de termined speed, the spring 5 will shiftthe member (it to close the valve (32 and open the valve 57. The valvestems G2 and 57 are so proportioned as to length and the pockets of themember (34, which engagethe heads of the valve stems, are of such sizethat both valves may remain closed when the member (54 occupies certainintermediate positions. 7

The. operation of the valve mechanism and of the piston 53 is asfollows: When the train is at rest, the. piston 53 is moved by thespring to the upper end of its cylinder 2t) and the spring 5 shifts themember til. so that the valve (32 is closed and the valve 57 is open.pressure is delivered to the port 54 through the pipe .23, and to thecylinder :20 tin-{nigh the open valve 57. the piston is forceddownwardly to the lower extremity of its stroke, and the levers 31 and3] are couse- As soon as main reservoir quently moved to their lowestpositions. As the train starts and increases in' speed, the pressuredelivered from the governing mechanism to the chamber (U. increases andlinallv, after the train has attained a determined speed. the pressurewithin the chamber til is sulliciem to overbalance the pressure of thespring 5 and shift the mainhcr t'l-lto open the valve 32 and Close thevalve 57. The opening of the valve 62 7 5 places the cylinder 20 inconnnuniization with the chamber 61 and consequently with the pressuregoverning mechanism 2st and reduces the pressure within the cylinder tothat existing within the chamber 61. The valve (3:2 will rcmainopen andconsequently the cylinder 20 will be subjected to varia-' tions in fluidpressure occasioned by the variations in the speed of the train, as longas the train exceeds'the determined speed which. as has been said. maybe two miles an hour, The piston 53 will therefore move up and down inthe cylinder and will vary the positions of the levers 31 and 31 inresponse to the.variatious of pressure within the chamber (31, or inaccordance with the variations in the speed of the train. As soon as.the speed of the train is reduced below the predetermined speed, themember 4 is again shifted to close the valve 62 and open the valve 57.at which time main reservoir pressure will be delivered to the cylinderand the piston will be forced to its lowermost position.

With such an arrangement the lovers 31 and 31 will be moved to differentpositions corresponding to-the different speeds of" the train, while.the train is traveling abnormal speeds, and will be moved to theirlowermost position when the train is brought to a stop or is moving at apredetermined low' speed;

The governor controlled mechanism, illustrated in Figs. (3, 7 and 8, isadapted to receive fluid under pressure from any suitable source, as forexample, the main reservoirof the brake system. and to deliver fluid at,pressure proportional to the speed of the train. The mechanism includescentri tugally actuated, pressure responsive valve 70, which is adaptedto' control the, delivery of pressure from a fluid admission passage 71to a pressure chamber 72 and con-- seqnentlv to a passage 73. whichcommunicates with the pressure chamber and with a fluid delivery passage74; The -valve 70 is also adapted to control the discharge of fluid fromthe passage 7 3 through an atmospherie relief port 75 and is so arrangedthat it establishes communication between the admission passage 71 andthe pres'sure chamber 72 when the port 75 is closed, and--' closescommunication between passa e5}. and the. chamber 72 when the port 75*isfully open.

As illustrated, the valve consists of a 110 gaseous cylindrical. rodwhich is capable of being moved lougitudinall hynieans of. the centrifugally controlled spindle T6. The spindle is actuated by means ofcentrifugal Weights 3 77, corresponding in their functions to theWeights of an ordinary fly ball governor. The Weights 7? are pivotallymounted on suitable brackets formed Within a rotatable casing 78, whichis adapted to be driven by 10 a Wheel ofthe locomotive and for thatpurpose is provided with a tire 79 of any suit able material, such fiberor rubber, cape bio of gripping the tire of the locomotive Wheel and or,to some extent,'yzelding to lo fortuitous jars to which the locomotiveWheel is subjected.

'The spindle- ?6 is connected to a tiexi le diaphragm, which forms a-Wall of the chamber 72', and the centrifugal action of the Weights 77is thereby opposed by the fluid pressure in the chamber as transmittedthrough the diaphragm. coiled spring 82 is also provided Within thechamber 72 for augmenting the fluid pressure on the diaphragm inresisting the centrifugal ac- I tions of the Weights 7?. The valve '50is secured to the end of the spindle 7S and eX- tends axiallythereof andis located concentrically therewith. It is provided with a 3.0 groovedportion 83, which extends through the anertiire formed in a partitionseparatin'gthc charober 72 from the passage 71, and establishescommunication 3i "--"3 3fl the chamber and the passage who the grooveson the grooved portion are exposed in. the passage 71. The end or" thevalve is adagoted to enter the port 75 and to function as a plug valvein controlling the discharge of fluid through that port. The 40 valve ispreferably so proportioned that the grooved portion83 will adi'nitgreater (yuantitie's of fluid to the chamber 72 from the assage 71 asthe etfectivearea of the port l5 is decreased and, vice versa, willincrease the opening of the port 5, as communication is gradually xiiclosed of? between the pas Sage 71 and the chamber With such anarrangement, the pressure in the chamber 72-, coiisequetly in thepassage 73, will vary in response to the centrifugal action oftheWeights or in re sponse to variations in speed of the casing 78. As thespeed of the casing 78 increases. (the weights 7'? will move outwardlyand will therefore tend to close the port '75 and i to establishcommunication between the passage- 1 and the chamber 7'2, so as toincrease the pressure in the chamber 72. The increasing pressurecin thechamber 72, howso ever, opposes the centrifugal action of the weightsand tends toniove the spindle to open the port T5. As the speed of thecasing decreases, the weights moving inwardly close communicationbetween. the chamber $5 72 and the assa e 71 and increase the onen- 9 .i

.no ends of V governor mechanism 24.

ing of the port 75 ,therchy reducing the pressure in the passage 74 anamount corresponding to the decrease in of the casing i8 or of thelocomotive.

As illustrated, the rotatable the stationary casing inclosing the ashand the cooperating fluid passages are pivot ally mounted on a pin ortrunnion and are prm'ideiil with an adjustable spring for pressing thetire T9 or the engagement with the tire of one wheels of the locomotive.casing 78 is illustrated as engaging the driving Wheels of thelocomotive, it will he understood that-any be employed for driving the(resin its speed is always proportional to des red of the train.

The admission passage 71 is shown in Fig. l as communicating with thepipe 37, and the delivery passage as coi'nmunicating with the pipe 25.With this arrangemerit, the pressure transmitted to the chars her (31 ofthe signal engaging means lo, illustrated in Figs. 3 and 5, will suhsta'correspond to the pressure es. ting in chamber 72 and consequently willvary in response to variations in speed of the train.

The apparatus illustrated is also adapted to occasion an automaticapplication of the brakes independently of the release valves 32 and thetrack signals or uprights 50, in case the train exceeds a predeterminedor safe speed While traversing any section of the track. This isaccomplished by means of the speed limiting 'nechanisni, generaliyindicated by the numeral 28 in Fig. l, and illustrated in detail in Fig.9.

Broadly the mechanism consists of a valve, which is adapted to exhaustfluic from the brake pipe and is responsive in is o ivcration to thepressure of fluid delivered by the As illustrated, the speed limitingmechanism consists of t o valves. one of which is adapted to openresponse to fiuid pressure delivered by t. e governing mechanism and todeliv under pressure to Warning Wl While the oth r, as previously desciadapted to discharge fluid from the b1 pipe to the atmosphere. Thislatter va is so arranged that it will not open u" after histle 87 hassounded a W21 fining. illustrated embodiment, the illQCllprovided with acentral pressure 88. formed Within the casing 89, provided with a port90, adapted to conununicate with the branch pipe 25" (Fig. 1), andconsequently with the delivery passage 74 of the governing mechanism 2%.The chamber 88 is provided with flexible end Walls, such as diaphragnis91 and 92", each of which is exposed on one side to the pressure Withinthe chamber 88, and on the other side to atmospheric pressure. The

ch am her which is LED casing 99 is bilaterally synnnetrical withrelation to the'chamher SS, and is provided with a flu d inlet port 9?),which is adapted to counnunicate with any suitable source of fluid, asfor example. the main reservoir. The casing is also provided with adischarge port 94 which as illustrated. is provided with the whistle S7,and communication be tween the ports 03 and )1 is controlled by a valve95, which is adapted to seat. on a ported \vall oi the casing extendingsubstantially parallel to the diaphragms 91 and 92. Tue valve 95 isprovided with ,a,stem 96. which is loosely connected to a stem 90secured to the diaphragm 91 and is adapted to be actuated by thediaphra, un- 91. to open the valve and to establish communicationbetween the ports 93 and 94,1 sci that the fluid entering the port 93will pass the port 94 and in discharging, blow the whistle. The fluidpressure within the chamber 88 acting on the diaphragm 01 to open thevalve 95 is opposed by two coiled springs, 97 and 08, the latter ofwhich is capable of being adjusted by means of an adjustable springblock 99,. so that the valve. 05 can e set to open in response to adetermined fluid pressure within the chamber 88.

The two ends oi the casing 89 are similar and consequently only one endhas been fully illustrated. The brake pipe of the brake systemcommuniaites. through the pipe 29, with a port formed in the casing andcorresponding to the fluid inlet port 93,

A discharge port corresponding to the port 94 is also provided, but itcommunicates with the atmosphere through a pipe 100. l;

valve corresponding to the valve 95 controls communication between thesetwo ports and its valve stem 101 is operatively connected to thediaphragm 92. so that the valve is opend in response to a determinedpressure within the. chamber 88. This latter valve is also" providedwith fluld pressure oppo'slng snru'ies, but they are preferably heavierthan, the springs 97 and 98, and are so adjuste'd that the valve 0:")will open first and sound a warning before the pipe 29 is placed inconuuunication with the atmosphere for the purpose of reducing thepressure in the brake pipe and of setting the brakes. The port areas ofthe speed limiting valve may be so proportioned that the opening of thevalve will occasion only a service application of the brakes, but theyare preferably proportioned to occasion an emergency application.

In Fig. 1., a pressure gage 28 is shown. which couununicatos with thepipe 25 and consequently indicates the pressure oi the fluid deliveredby the mechanism 24, and it may be 'so' calibrated as to indicate at aglance the'speed of the train, since the pressure in the pipe 25 isalways proportional to the speed.

establishing The apparatus illustrated is provided with means, under thecontrol of the engineer or operator, for exhausting the pressure't'rourthepa'ssage 55 and the chamber (31, ot' the signaling engagingmechanism 16, and ot' thereby exhausting the piston actuating pressurefrom the cylinder 20 for the purpose oi raising the piston and of lift.-ing the release valve operating levers 31 and 31. sothat they will notbe engaged by the signals or lever-engaging uprights located along thetrack.

The means for accomplishing this is generall v indicated by the numeral22 in Figs.

1 and 12, and has been previously referredSO to as the hand releasevalve.mechanism. As illustrated in Figs. 10 to 13 inclusive, this valvemechanism consists of a plug valve 102, located within a casing 103 andadapted to control the delivery of fluid from the main reservoir. andalso of fluid from the governor 24- to the mechanism 10. Fluid from themain reservoir is delivered through a branch pipe 21 to a port 101, withwhich the casing is provided, and tluid from the '1uechan1sm 2+ isdelivered to the port 1.05

through the branch pipe 25. Fluid from the. main reservoir is deliveredto the mech anism 10 through a port 106 of the casing and the pipe Q -E,the valve 102 being provided with a peripheral groove 107 forestablishing communication between the ports 1( 1+ and 106. Governorpressure is delivered to the mechanism 10 through a port 108 and thepipe 26, the valve being provided with lot a transversely extendingpassage 109 for conununication between the ports and 108. The casing isalso provided with a port 110 with which a whi'se is adapted tocommunicate and with (its: 105

charge ports, 111 and 112, both of which communicate with theat-n'losphere. Nith the valve 102 in the. position illustrated in thedrawings, high pressnre fluid from the main reservoir is delivered tothe portalil 110 and governor pressure fluid is delivered to the port 56of the mechanism 16. lll r'en it is desired to exhaust thepressure't'rom the chamber 61, the valve is turned through 90 degrees.so as to move the peripheral groove 11: 107 into connnunication with theport 108,

in which position it also communicates with the port 111 and places thechamber 61 in conununi *ation with the atmosphere. The turning of thevalve to this position also 12! moves a peripherally extending groove113. formed in the valve 10:2, into communication with the port 100 andthe port 112. so that the pipe is exhausted. In turning the valve tothis position the passage 109 12 is also turned so that it establishescommunication between the port 104 and the poi-c110, and therebydelivers high pressure fluid to the whistle, the blowing of whichindicates that they valve hasbeen 18.

v sVi ch such turned and ti at the signal engaging mechanism 16 has beenrendered inoperative. All the other pores of the valve are blocked sothat there is no o; Fluid under sure.

If the valve 102 turned to the pressure release position While the trainis running at normal speed and consequently While the valve is open, thepressure in the cylinder is exhausted through the the chamber 61 and thepipe liressure also exhausted from the pipe so that no fiuid from themain reservoir can enter the cylinder and so that. the cylinder maycompletely exhaust through the pipe the spring has operated to close thevalve 62. This will raise the lovers and 31 so that the train mayproceed without engaging track signals and Without mcasioning aresultant automatic setting of the, brakes The hand release valve isalso provided for the purpose oiiraising the piston 53 consequently thelove s 31 and 31 when she train is starting and it is necessary to avoidtrack since it will he remembered that with the apparatus illustratediiuid from the reser oir depresses the piston to the lOWGi end of itsstroke when the train is shopped or when it is traveling at a rateoispeed below a predetermined rate. Under such conditions the cylinder 20Will he coinpleiielv exhausted through the valve and pipe si. the valve62 will he held in the closed p0 ion o the spring 65.

In Fig. 12, a return spring 113 for the valve 102 is shown. In the valveillustrated is flat coiled spring. one end of vvliicl'i is connected tothe valve casing theother to the valve 112 in such a manner that it isplaced under ten ion when the. valve is turned to the p sure position.

return automatically to the normal position when its operating handle isreleased and will therefore automatically subject he cylinder tooperating fluid pressure, and inov the signal engaging levers to adefinite open ating position dependent on the speed of the irain;

Fig. l discloses a recoroing and indicz ing mechanism 11%, whichconnuunica with the pipe 26 and also with the pipe l. The mechanism illprovided with or separate operating 1ueclianisius one of which isresponsive to the pressure within the pipe 26 and consequently willindicate the operation of the hand release valve 99 While the other is11 connnunicatiou with the pipe 25 and consequently will indicate thevariations in pressure delivered by the governor mechanism 24, or thesem chanisms may be provided with indicating recording arms and may embodythe general principles of the Eonrclon tube.

In accords? 2e W tt the Unified States L l-i3 6 an arrangement "thevalve will ihe speed of the train. Both patent statutes apreferredembodiment of the application has been illustrated anddelocomotive engine, it may be eil'ectively e111: ploycd for shuttingoil the power or motive fli'iid of any engine, locomotive or motor, usedfor propelling a not limited to use in vehicle, and that it isconnect-ion with the brake opera ing mechanisms.

What we claim is;

1. Automatic train stopping apparatus,

comprising two release valves communicating with the brake pipe of thebrake system of the train, a separate signal engaging lever foractuating each valve said levers being of v diii'erent lengths andadapted to he successively engine; by a signal, means for moving saidlevers into or out of signal engaging positions, and means responsive tovariations in the speed of tie train for controlling the operation ofsaid means Wnereloy said levers occupy dili'eren't determined positionsfor diiierent speeds of the train. I

2. in combination with a raiLtraversing vehicle, signal engaging'n'ieans for controle ling the operation of said vehicle, signals ofvarving lengths the vehicle for engaging and actuating said ans,pneumatic means for moving said signal engaging means to diil e'rentsignal enpo fions, pressure actuated means forconcrolli she operation ofthe vehicle independent of said signal engaging means. and means vehiclefor delivering fluid pressure to nrying degrees of lo variati 411s inthe speed of the vehicle.

in combination with a rail traversing vehicle, signal actuated means forcontrolling the operation of:

nals of different lengths located alongtlie track for ensuring andactuating aid means;

pressure responsive means for'varying the position of said signalactuated means to located. alongthe track ofonsive to the speed of thesaid pneumatic means and i icseid pressure actuated means in responsethe vehicle, track sigmeans to cause tions in the speed of the vehiclefor varying -a speed limiting device, indepemlent in its.

operation of the signal actuated means, for limiting the speed of thevel11cle,'and means 15- rsponsive to variations in the speed of the 6.In combination with a 'ailtraversing 2of'vehicle, signal actuated meansfor control fling the operation of said vehicle, track's; nals forengaging and actuating said means, a speed limitingmechanism;.independent'in operation of said signal actuated means, forvarying the pressure in the brake pipe of the brake operating mechanismof said vehicle to occasion a'n application of the brakes, and amechanism responsive to variations in the, speed of the vehicle forcontrolling the ppration of said speed limiting mecl1anisma'mi theoperative position of said signal actnated means.

, '7.'In con'tbination with the brake actuating mechanism of a vehicle,signal actuated means for oceasioning an application of the brakes ofthe vehicle, signals; located along the line of travel of the vehicle'for engaging and actuating said means, and a speed limiting mechanismfor occasioning an application of the brakes of the vehicle,

and means responsiveto variations in the speed of the vehicle forcontrolling the op 4 eration of the speed limiting mechanism and formovingsaid'signal actuated means into or out of si nal engagingpositions.

8. In com )ination with the brake actualing mechanism of a vehicle,signal actuated means for occasioning an application of the brakes ofthe vehicle, signals located along the line of travel of the vehicle forengaging and actuating said means, a speed limiting mechanism foroccasioning an application of the brakes of the vehicle independently ofsaid means, and means responsive to. ma riations in the speed of thevehicle for moving the signal actuating means into or out of position tohe engaged by the signal actuated means and for controlling theoperation of the speed limiting mechanism.

9. In combination with the brake actuating mechanism of a vehicle,signal actuated means for occ-asioning an application of the brakes ofthe vehicle, signals located along the line of travel of the vehicle forengaging vehiclefor controlling the operative posi tion of said meansand the operation otsaid and actuating said means. a pressure responsi\'e device for varying the position of said means. a pressure actuatedspeed limiting mechanism for occasioning an application of the brakes ofthe vehicle independently of said means; and means responsive to thespeed of the vehicle for varying the actuating pressure delivered tosaid pressure rcsponsivc device and to said speed limiting mechanism.

10. In combination with the brake actuating mechanism of a vehicle.signal actuated means for oc 'asioning an application of the brakes ofthe vehicle. signals located along the line of travel of the vehicle forengaging and actuating said means. a speed responsive mechanismresponsive to variations in the speed of the vehicle for shifting thep0- sition of said means in response to variations in the speed of thevehicle. and manually controlled means for shifting the position of thesignal engaging means. so that said signal engaging means will pass treeof said signals. v

11. In combination with a rail traversing vehicle. signals of differentlengths located along-the track of the vehicle, signal engaging meanscarried by the vehicle for controlling the operation of the vehicle.means responsive to variations in the speed of the vehicle for movingsaid signal engaging means. to definite positions correspomling todifferent speeds of the vehicle and manuall controlled means for movingsaid signal engaging means to pass t'rec oi' the track signals.

12. in combination with a rail traversing vehiclcgsignal actuated meansfor cont rolling the operation of the vehicle, track signals forengaging and actuating said means. manually controlled means for movingsaid signal actuated means. to pass free of the the signal actuated 11ans to pass free of the track signals, and manually controlled means formoving said signal actuated means to pass free of the track signals.

14. A valve-niechanism comprising a cas ing having a fiuid'inlet.passage. a fluid delivery passage. and an atmospheric rclie'l portconnnunicating with said delivery passage, a valve for controllingconununication between said passages and the delivery of port. aflexible diaphragm-f thedischarge of fluid from fiuid through said port,and centrifugally actuated means responsive to the pressure of the fluidin the delivery passage for controlling the operation of said valve.

15. A valve mechanism comprising a casing having a fluid inlet passage.a fluid delivery passage and an atmospheric relief port communicatirwwith said delivery p'assage, a valve for-controlling communicationbetween said passages and the delivery of. fluid through said port,centrifugally actuated means for moving said valve to close.the port andopen communication between said passages, and means responsive to thepressure of fluid Within the delivery passage for opposing the portclosing motion of the valve.

16. A valve mechanism comprising a casing having a fluid inlet passage,a fluid delivery passage, and an atmospheric relief port communicatingwith the delivery passage, betveen said passages and the delivery offluid throughsaid port. and centrifugally actuated means responsive tofluid pressure within the delivery passage for controlling the operationof said valve.

17. A valve mechanism comprising a casing having a fluid-inlet passage,a fluid delivery passage and a fluid discharge port communicating withthe delivery passage. means for controlling the delivery of fluid fromthe inlet to the delivery passage and the discharge of fluid from thedelivery passage through the port, pressure responsive means forcontrolling the operation of said first mentioned means, and acentrifugally actuated weight for actuating said first mentioned means.

18. A valve mechanism comprising a casing having a pressure chamber, afluid inlet passage, afluid delivery passage communicating with saidchamber, and a discharge port communicating with said delivery passage,a valve for controlling the delivery of fluid from the inlet passage tothe chamber and from the delivery passage through the orming a wall ofthe chamber to which said valve is se-. cured, and centrifugallyactuated means for controlling the operation of the valve.

19. A valve mechanism comprising a casing having a pressure chamber, afluid inlet passage, a fluid delivery passage communicating with'thechamber, and a discharge port communicating with the delivery passage,and centrifugally actuated means responsive to fluid pressure within thechamber for controlling the delivery of fluid? from the inlet passage tothe chamber and the delivery passage through the port.

20. A valve mechanism comprising a casing having a pressure chamber, afluid inlet port communicating with centrifugally a valve forcontrolling communication ingmechanism passage, a fluid delivery passagecommunicating with the chamber, and a discharge the delivery passage, aflexible diaphragm forming a wall of said chamber and movable inresponse to variations of pressure Within the chamher, and a valvecontrolled by said diaphragm for controlling the delivery of fluid fromthe inlet passage to the chamber and from the delivery passage to theport, and actuated means for actuating said valve. 21. A valve mechanismcomprising a casing, having a pressure chamber, a fluid inlet passage, afluid delivery passage communicating with the chamber and a dischargeport communicating with the delivery passage, a flexible diaphragmforming a wall of the chamber and movable'in response to variations ofpressure within the chamber, a valve for controlling the delivery offluid from the inlet passage to the chamber and from the deliverypassage to the port, secured to said diaphragm, and a centrifugallyactuated spindle secured to said diaphragm for actuating said valve.

22..In combination with a brake actuating mechanism of a train, a speedlimiting mechanism effective under all operating conditions comprisingpressure actuated means for giving a warning signal, pressure actuatedmeans for causing a reduction of the brake pipe pressure of the brakeactuating mechanism to occasion an application of the brakes, and speedresponsive means for delivering actuating fluid to both of said firstmentioned means.

23. In combination with the brake actuating mechanism of a train, aspeed limiteflective under all operating conditions comprising pressureactuated means for giving a warning signal, pressure actuated means forexhausting the brake pipe of the mechanism to occasion an application ofthe brakes and a speed responsive valve mechanism comprising a casing, afluid inlet passage, a fluid delivery passage and a fluid discharge portcommunieating with the delivery passage, and means responsive tovariations in the speed of the train for controlling communicationbetween .said passages and the delivery of fluid through said port, saiddelivery passage delivering fluid to both of said pres sure actuatedmeans. r

24. In 'combination with the brake actuating mechanism of a railtraversing vehicle, a signal actuated relief valve for reducing thepressure within the brake pipe of the brake actuating mechanism. adouble throw cam for actuating said valve. a cam shaft on which said camis mounted, a lug,

two spring blocks rotutively mounted on i said shaft and engagingopposite sides of said lug,- and a separate spring for yieldinglyholding each block in a central position.

25. In combination with the brake actuating mechanism of a railtraversing vehiale, :1 signal actuated relief valve for reducingpressurewithin the brake pipe of the mechanism, a double throw cam foractuating the valve, a lug provided on the win, a cam shaft on which thecam is mounted, a signal actuating lever for actuating the cam, twospring blocks 'rotatively mounted on the cam shaft and engaging oppositesides of said lug, acentering lug, and

separate; oppositely disposed springs forholding each block inengagement with the centering lug. V i V In testimony whereof, We havehereunto subscribed our names.

HENRY HERMAN WESTINGHOUSE, 7 CHARLES APPLETON TERRY, WALTER DENNYUPTEGRAFF," Edecutors of the estate of George West inahouse, deceased.

Witnesses WM. H. CAPEL R. E. ROGERS,

H. C. 4 TENER,

GEO. J. TAYLOR.

